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O 8 8 7 SI r b e F ad .06 T... m L R f 0 Bn RH a n 1 m u 1 1 T j 2 Sh-eets'-Sheet 2. I R. BOEK'LEN. Illumination of Railroad Oars.

Patented Febfi17, Iss0. Fig.4.

v No. 224,576.

In fa :2 201'. fez'ualel N.PEYERs, PHOTO-LITHOGRAPHER, WASHINGTON, D c.

7 tion.

. same, the section being shown as from above UNITED STATES PATENT OFFICE. p

nnnvnonn BOEKLEN, or BOSTON, MASSACHUSETTS, Assicnon TO THE GARBURETTED AIR GAS COMPANY, OF SAME PLACE.

ILLUMINATION OF RAILROAD- CARS.

SPECIFICATION forming part of Letters Patent No. 224,576, dated February 17, 1880.-

' Application filed September 5, 1879.

To all whom it may concern:

Be it known that-I, REnvHoLD BOEKLEN, of the city of Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Illu-v section of the joining portions of the locomotive and tender to exhibit the air-connections for the gas-light and air-brake of the cars with the locomotive air-tank.

car with the carbureter, reservoir, and its check-valve connected according to my inven- Fig. 6 1s a horizontal section of the the car-bottom.

This invention relates, first, to the arrangement of one or more earbureters, each provided with a pressure-regulator, upon the baggage or other car or cars of the train, with one or more QLlP'IGSBIVOlTS, each provided with a check-valve connected either directly or indirectly with the air-brake or its tank on the locomotive, for the supply of air to the carbureter with which the gas fixtures and burners of the car or cars are connected for illumination; and it relates, secondly, to the combination of the above with gas-reservoirs upon such cars having no carburetors and with combined air and gas couplings for coupling the gas and air for the light and the brake together, and for storing a quantity of gas to use after disconnection of the car or cars and it relates, thirdly, to the arrangement ,of the carbureter witllhthe pressure-regulator and airreservoir, its 0 eck-valve, and air and gas connection on the car with an oil-supply pipe and faucet, arranged to connect with the supply can or barrel outside of the car, so as to prevent spilling-pf oil in the car and to prei l i i Fig. '5 represents a longitudinal section of a portion of a vent bad odor and an unsafe charging or fill-.

ing of the carbureter; and it relates, finally, to the combination of a hand air-pump with the carbureter, air-reservoir, and regulator,"

arranged and connected inmanner so that the tank or reservoir can be supplied with air at .such times as the supply of air from the airbrake pipe or tank is insufficient or cut off.

By these means the train is illuminated by gas conveniently and for a small expense, and lighted and kept lighted during such times as the locomotive is detached from the train or car. The gas-pipes are coupled from car tocar at the same time as the air-pipes for the brake.

The oil is supplied to the carbureter without enterin g with the supply-barrel or can into the car in a safe and nearly odorless manner, and without spilling oil in the car.

A represents the rear part of the locomotive of the train, which is provided with the airtank A, to supply the air'brake. To the locomotive is coupled the tender B, and to it the baggage-car O, and to the latter the passenger and other cars, D, of the train. In the baggage car 0 is employed a carbureter, E, and under it an air-reservoir, F, and to the carburetor is attached a hand air-pump, G, and also a pressure-regulator, H.

The cap I of the carbureter has an oil-supply pipe, J, and a cock, K. The outer end of said pipe J protrudes through the side J of the car, and is threaded for coupling an oil hose or pipe to it, so that the carbureter may be chargedfwith oil or naphtha from a can or barrel located outside or entirely away from the car, to prevent spilling of oil and to avoid odor in the car, and thereby performs the filling of the carbureter with perfect safety.

The air-reservoir F under the car is 0011- nected with the air-brake tank A under the locomotive either directly, by means of the airpipe L, or indirectly, by means of a faucet or other connection, L, of it with the airbrake pipe V, as shown in Figs. 5 and 6. Wlmn said pipe L connects directly with said tank A, I employ a valve or faucet, M, on it near the tank, and provide it with a vertical arbor, M, and crank-handle M within the engineers cab, readily accessible for the engineer to operate. Said air-pipe is furnished with hose ends and a coupling, N, at the junctions of the locomotive with the tender and the tender with the baggage-car, and it has a check-valve, O, to prevent the pressure in the air-reservoir F from retreating to the tank A or air-brake pipe V. Either the same air-pipe L has a branch, P, beyond said valve 0 to the regulator H, as shown in Fig. 1, or a separate pipe,']?, connects from said reservoir F to said regulator, as shown in Figs. 5 and 6. From the outlet of this regulator a secondary pipe, Q, conducts the regulated air into the carbureter.

After the air passes through the carbureter, and is thereby carbureted and converted into illuminating-gas, it is conducted through the gas-pipe R to the burners S of the baggage- .car, and also down'under the rear part of said T, which is made to expand by the pressure of the gas, so as to take up in it a limited supply of gas for a reserve to furnish gas to the car or cars at times when such car or cars are detached from the main supply from the carbureter or car containing the same. The sald gas-reservoir T may be furnished with a regulator, or it may be constructed, as shown, to contract and cause its delivery of gas with an even pressure by a spring orweight, U, of the proper power to produce the requisite light at the burners.

The object of the hand air-pump G is to furnishthe air-reservoir F with compressed air while the engine is detached from the train, and in case all pressure in the said reservoir F has been consumed, so that in all cases of detachment of the engine or of cars provision is made to carry on the gas-1i ght, atleast fora short time.

To avoid all extra labor in coupling cars, making up a train, or detaching cars from one another, I construct the coupling for the airbrake with a secondary connection through it to conduct the gas at the same time, as shown in-Fig. 3, in which the passage V represents the air-passage for the brake, and to which the pipes V of the air-brake are connected,

and the passage W represents the gas-passage The rear part of each counterpart Y and Y is made with a valve-chamber, b, for each passage, and in each of said chambers is employed a ball valve, 00, for which a proper seat is formed in the passage toward the face. The rear part of each of said chambers is made with a shank, c, to which the hose is attached, and the passage through this shank c is made square or of such form that the valve cannot seal or close it.

On the top and bottom of said counterparts are made slots (1, and each of said counterparts has a pivoted book, 0, attached in its slot, to pass through the empty slot of the opposite part, and to drop with its hook beyond the rear side of the said part, and thereby cause the locking of both parts together. Said hooks are provided with springs to hold them in their place.

When the coupling is locked together the valves drop from their seats, but as soon as detached become suspended, as shown in dotted lines in Fig. 2, as in uncoupling the car said valves drop upon their seats, and thereby seal the passages and confine the air and gas within the pipes.

The pipe Q, which conducts the air into the carbureter from the regulator H, has a proper stop-cock, f, and the gas-pipe R, opposite to it, has a gasfaucet, g; and between said cock f and said gas-pipe It is arranged an air-mixing cock, with a passage from the pipe Q, to the pipe R direct, to adulterate the gas in case of its being too rich in carbon.

The hand-pump G is connected by its discharge end to the pipe P below the regulator.

What I claim is 1. 1n apparatus for illuminating railroadcars with gas, the combination of the carbureter E, with its regulator H, the air-reservoir F, and air-tank A or its air-brake pipe, with the pipe L, its check-valve O, the couplings N, and the air-pipe Q, the gas-pipes R, and the combined couplings N and the burners S, substantially as and for the purpose herein set forth. a

2. The tank A, the pipe L, its check-valve O, cock M, couplings N, and the reservoir F, the carbureter E, its regulator H, and the hand air-pump G, the pipe Q, and pipes R and It, with their couplings N, and burners S, and the gas-reservoirs T, all combined and operating substantially as and for the purpose herein stated.

8. The combination of the carbureterE, with its regulator H, and pipes Q, and R, supplypipe J, faucet or valve K, hand air-pump Gr, pipe L, check-valve 0, pi )e P, reservoir F, and air-tank A with the cock/M and couplings N, arranged substantially as and for the purpose herein mentioned.

4:. The tank A, the pipe L, with the cock M and check-valve 0 and couplings N, the reservoir F, the pipe P, and the hand-pump G,-and the regulator H, and carbureter E, the

pipes Q and Band B, and burners S with the coupling N and. gas-reservoirs T and weight U, all combined and operating substantially as and for the purpose herein dei j scribed. p

,5, The combination of the air-tank A, or its connecting air-brake pipe V, with the pipe L b and check-valve O, the ,ainrese'rvoir F, the

pipe 1? or P, with the regulator H, the pipe Q; the carbureter E, pipe R, with a faucet g, 10 andthe pipe J, with its faucet or mlve K, substantially as and for the purpose herein set forth.

Witnesses: REINHOLD BOEKLEN.

. JN0. M. Locxwoon,

H. J. GIFFORD. 

